Automatic engagement of a driver assistance system

ABSTRACT

A system for automatic engagement of a driver assistance system comprises an input interface, a processor, and an output interface. The input interface is configured to receive data associated with one or more events. The processor is configured to evaluate the risk associated with the data and to determine that the risk indicates a state change in a driver assistance system is appropriate. The output interface is configured to provide an indication that the state change in the driver assistance system is appropriate.

BACKGROUND OF THE INVENTION

Modern vehicles (e.g., airplanes, boats, trains, cars, trucks, etc.) caninclude a vehicle event recorder in order to better understand thetimeline of an anomalous event (e.g., an accident). A vehicle eventrecorder typically includes a set of sensors, e.g., video recorders,audio recorders, accelerometers, gyroscopes, vehicle state sensors, aglobal positioning system (GPS), etc., that report data, which is usedto determine the occurrence of an anomalous event. If an anomalous eventis detected, then sensor data related to the event is recorded andtransmitted to a vehicle data server for later review. An anomalousevent can also place the vehicle and its driver and passengers at risk.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments of the invention are disclosed in the followingdetailed description and the accompanying drawings.

FIG. 1 is a block diagram illustrating an embodiment of a system forautomatic engagement of a driver assistance system including aautomation control component.

FIG. 2 is a block diagram illustrating an embodiment of a automationcontrol component for an automatic engagement of a driver assistancesystem.

FIG. 3 is a block diagram illustrating an embodiment of subsystems of avehicle.

FIG. 4 is a flow diagram illustrating an embodiment of a process forautomatic engagement of a driver assistance system.

FIG. 5 is a flow diagram illustrating an embodiment of a process forproviding an indication to change the state of a driver assistancesystem.

DETAILED DESCRIPTION

The invention can be implemented in numerous ways, including as aprocess; an apparatus; a system; a composition of matter; a computerprogram product embodied on a computer readable storage medium; and/or aprocessor, such as a processor configured to execute instructions storedon and/or provided by a memory coupled to the processor. In thisspecification, these implementations, or any other form that theinvention may take, may be referred to as techniques. In general, theorder of the steps of disclosed processes may be altered within thescope of the invention. Unless stated otherwise, a component such as aprocessor or a memory described as being configured to perform a taskmay be implemented as a general component that is temporarily configuredto perform the task at a given time or a specific component that ismanufactured to perform the task. As used herein, the term ‘processor’refers to one or more devices, circuits, and/or processing coresconfigured to process data, such as computer program instructions.

A detailed description of one or more embodiments of the invention isprovided below along with accompanying figures that illustrate theprinciples of the invention. The invention is described in connectionwith such embodiments, but the invention is not limited to anyembodiment. The scope of the invention is limited only by the claims andthe invention encompasses numerous alternatives, modifications andequivalents. Numerous specific details are set forth in the followingdescription in order to provide a thorough understanding of theinvention. These details are provided for the purpose of example and theinvention may be practiced according to the claims without some or allof these specific details. For the purpose of clarity, technicalmaterial that is known in the technical fields related to the inventionhas not been described in detail so that the invention is notunnecessarily obscured.

Automatic engagement of a driver assistance system is disclosed. Asystem for automatic engagement of a driver assistance system comprisesan input interface configured to receive data associated with one ormore events, a processor configured to evaluate the risk associated withthe data and determine that the risk indicates a state change in adriver assistance system is appropriate, and an output interfaceconfigured to provide an indication that the state change in the driverassistance system is appropriate. The system for automatic engagement ofa driver assistance system additionally comprises a memory coupled tothe processor and configured to provide the processor with instructions.

An automation control component is used for automatically indicating astate change for a driver assistance program. In some embodiments, theautomation control component comprises a vehicle event recorder. Avehicle event recorder mounted on a vehicle records vehicle data andanomalous vehicle events. Anomalous vehicle event types includeaccidents, speed limit violations, rough road events, hard maneuveringevents (e.g., hard cornering, hard braking), dangerous driving events(e.g., cell phone usage, eating while driving, working too long of ashift, sleepy driving, etc.), and any other appropriate kind ofanomalous vehicle events. The vehicle event recorder analyzes data fromsensors (e.g., video recorders, audio recorders, accelerometers,gyroscopes, vehicle state sensors, global positioning systems (GPSs),etc.) to determine when an anomalous event has occurred. The vehicleevent recorder transmits event data, including sensor data, to a vehicledata server, where the data is stored and analyzed. The vehicle eventrecorder additionally analyzes the data to determine if it indicatesimminent hazards. Imminent hazards include a dangerous driver state(e.g., road rage, drunk driver, etc.) and a dangerous external state(e.g., icy road, failing brakes, poor visibility, etc.). In the eventthat an imminent hazard is detected, the vehicle event recorder has thecapability of triggering a driver assistance system. In someembodiments, the driver assistance system comprises an autonomous driverassistance system. In some embodiments, the driver assistance systemcomprises a set of Advanced Driver Assistance Systems (ADAS). In variousembodiments, the driver assistance system comprises electronic stabilitycontrol, braking assistance, adaptive cruise control, automatic lanefollowing, automatic steering and navigation, full automated driving, orany other appropriate driver assistance system. The vehicle eventrecorder additionally has the capability of reducing the vehicleperformance via the driving subsystems in order to put the vehicle intoa safer state (e.g., reducing the maximum speed, reducing the maximumacceleration, avoiding cornering too tightly at too high speed,progressive shut down (e.g., lower the maximum speed progressively untilthe vehicle is fully disabled), etc.). In some embodiments, in responseto an imminent hazard, the vehicle event recorder determines anappropriate driver assistance system state is appropriate and/or adriving assistance subsystem state is appropriate, and communicates thedetermination of whether the states of the driver assistance system andthe driving subsystems are appropriate.

In some embodiments, a vehicle event recorder determines that there isrisk to the vehicle using the data collected from sensors. Theevaluation of the risk is used to determine if a state change to adriving assistance system is appropriate. For example, the evaluation ofrisk is used to determine that the vehicle should slow down and come toa halt, automatically avoid a collision, or maintain lane position andthe determination is used to cause an indication to the drivingassistance system to change its state to perform an appropriate action.

FIG. 1 is a block diagram illustrating an embodiment of a system forautomatic engagement of a driver assistance system including anautomation control component. Automation control component 102 comprisesan automation control component mounted in vehicle 106 (e.g., a car ortruck). In some embodiments, automation control component 102 includesor is in communication with a set of sensors—for example, videorecorders, audio recorders, accelerometers, gyroscopes, vehicle statesensors, GPS, outdoor temperature sensors, moisture sensors, laser linetracker sensors, radar, or any other appropriate sensors. In variousembodiments, vehicle state sensors comprise a speedometer, anaccelerator pedal sensor, a brake pedal sensor, an engine revolutionsper minute (e.g., RPM) sensor, an engine temperature sensor, a headlightsensor, an airbag deployment sensor, driver and passenger seat weightsensors, an anti-locking brake sensor, an engine exhaust sensor, a gearposition sensor, a cabin equipment operation sensor, or any otherappropriate vehicle state sensors. In some embodiments, automationcontrol component 102 comprises a system for processing sensor data anddetecting events. In some embodiments, automation control component 102comprises map data. In some embodiments, automation control component102 comprises a system for detecting risky behavior. In variousembodiments, automation control component 102 is mounted to vehicle 106in one of the following locations: the chassis, the front grill, thedashboard, the rear-view mirror, or any other appropriate location. Insome embodiments, automation control component 102 comprises multipleunits mounted in different locations in vehicle 106. In someembodiments, automation control component 102 comprises a communicationssystem for communicating with network 100. In various embodiments,network 100 comprises a wireless network, a wired network, a cellularnetwork, a Code Division Multiple Accessing (CDMA) network, a GlobalSystem for Mobile (GSM) communications network, Wideband Code DivisionMultiple Access (W-CDMA), Long Term Evolution (LTE), a local areanetwork, a wide area network, the Internet, or any other appropriatenetwork. In some embodiments, network 100 comprises multiple networks,changing over time and location. Automation control component 102communicates with vehicle data server 104 via network 100. Automationcontrol component 102 is mounted on vehicle 106. In various embodiments,vehicle 106 comprises a car, a truck, a commercial vehicle, or any otherappropriate vehicle. Vehicle data server 104 comprises a vehicle dataserver for collecting events and risky behavior detected by automationcontrol component 102. In some embodiments, vehicle data server 104comprises a system for collecting data from multiple automation controlcomponents. In some embodiments, vehicle data server 104 comprises asystem for analyzing automation control component data. In someembodiments, vehicle data server 104 comprises a system for displayingautomation control component data. In some embodiments, vehicle dataserver 104 is located at a home station (e.g., a shipping companyoffice, a taxi dispatcher, a truck depot, etc.). In some embodiments,events recorded by automation control component 102 are downloaded tovehicle data server 104 when vehicle 106 arrives at the home station. Insome embodiments, vehicle data server 104 is located at a remotelocation. In some embodiments, events recorded by automation controlcomponent 102 are downloaded to vehicle data server 104 wirelessly. Insome embodiments, a subset of events recorded by automation controlcomponent 102 is downloaded to vehicle data server 104 wirelessly.Vehicle 106 additionally comprises other vehicle systems 108 incommunication with automation control component 102 (e.g., sensorsystems, user interface systems, driving subsystems, driver assistancesystems, etc.).

FIG. 2 is a block diagram illustrating an embodiment of an automationcontrol component for an automatic engagement of a driver assistancesystem. In some embodiments, automation control component 200 of FIG. 2comprises automation control component 102 of FIG. 1. In the exampleshown, automation control component 200 comprises processor 202.Processor 202 comprises a processor for controlling the operations ofautomation control component 200, for reading and writing information ondata storage 204, for communicating via wireless communicationsinterface 206, for determining a position using global positioningsystem 208, and for reading data via sensor interface 210. Data storage204 comprises a data storage (e.g., a random access memory (RAM), a readonly memory (ROM), a nonvolatile memory, a flash memory, a hard disk, orany other appropriate data storage). In various embodiments, datastorage 204 comprises a data storage for storing instructions forprocessor 202, automation control component data, vehicle event data,sensor data, video data, map data, or any other appropriate data. Invarious embodiments, wireless communications interface 206 comprises oneor more of a GSM interface, a CDMA interface, Wideband Code DivisionMultiple Access (W-CDMA) interface, Long Term Evolution (LTE) interface,a WiFi interface, or any other appropriate interface. Global positioningsystem 208 comprises a global positioning system (e.g., GPS) fordetermining a system location. Sensor interface 210 comprises aninterface to one or more automation control component sensors. Invarious embodiments, automation control component sensors comprise anexternal video camera, an internal video camera, a microphone, anaccelerometer, a gyroscope, an outdoor temperature sensor, a moisturesensor, a laser line tracker sensor, a radar, vehicle state sensors, orany other appropriate sensors. In various embodiments, vehicle statesensors comprise a speedometer, an accelerator pedal sensor, a brakepedal sensor, an engine revolutions per minute (RPM) sensor, an enginetemperature sensor, a headlight sensor, an airbag deployment sensor,driver and passenger seat weight sensors, an anti-locking brake sensor,an engine exhaust sensor, a gear position sensor, a cabin equipmentoperation sensor, or any other appropriate vehicle state sensors. Insome embodiments, sensor interface 210 comprises an on-board diagnostics(OBD) bus (e.g., society of automotive engineers (SAE) J1939,J1708/J1587, On-Board Diagnostics OBD-II, controller area network (CAN)BUS, etc.) or a Powertrain Control Module (PCM). In some embodiments,automation control component 200 communicates with vehicle state sensorsvia OBD bus.

FIG. 3 is a block diagram illustrating an embodiment of subsystems of avehicle. In some embodiments, vehicle 300 comprises vehicle 106 ofFIG. 1. In the example shown, vehicle 300 comprises automation controlcomponent 302. In some embodiments, automation control component 302comprises automation control component 200 of FIG. 2. Automation controlcomponent 302 receives sensor data from sensors 304. In variousembodiments, automation control component 302 processes sensor data todetermine occurrence of anomalous events, to determine when driverassistance systems should be activated, to determine when drivingsubsystems should be modified, to determine when video data should berecorded, to evaluate the risk associated with the data, or for anyother appropriate reason. In various embodiments, the risk indicatesdistracted driving, drowsy driving, intoxicated driving, aggressivedriving, a legal infraction, icy or slippery roads, poor visibility,rain, failing brakes, a damaged tire, dangerous road conditions, or anyother appropriate risky situation. In some embodiments, automationcontrol component 302 provides the data to a server (e.g., vehicle dataserver 104 of FIG. 1) for evaluation. Automation control component 302receives from the server in response a determination of the riskassociated with the data. In some embodiments, the automation controlcomponent receives a determination that the risk indicates a statechange in driver assistance systems 310 is appropriate. In someembodiments, in the event that automation control component 302determines that the risk indicates a state change in driver assistancesystems 310 is appropriate, automation control component 302 provides anindication that a change of the state of driver assistance systems 310is appropriate. In some embodiments, in the event automation controlcomponent 302 determines that the state of driver assistance systems 310or driving subsystems 308 should be changed, an indication is providedto the driver that a state change is appropriate via user interface 306.In various embodiments, the indication comprises an audible indication,a visual indication, a haptic indication, or any other appropriateindication. In some embodiments, user interface 306 includes a control(e.g., a button) for a user to indicate that the state of driverassistance systems 310 should change (e.g., to manually turn on thedriver assistance systems). In some embodiments, the control for a userto indicate that the state of driver assistance systems 310 shouldchange comprises a control accessible via a cell phone (e.g., userinterface 306 comprises an app running on a cell phone communicatingwith automation control component 302).

Driving subsystems 308 comprise subsystems controlling the variousdriving elements of the vehicle (e.g., acceleration, brakes, steering,etc.). In some embodiments, driving subsystems 308 receive commands fromthe vehicle controls (e.g., accelerator pedal, brake pedal, steeringwheel) and provide commands to the driving elements of the vehicle tooperate the vehicle as indicated by the driver. Driving subsystems 308can modify the performance of the driving elements of the vehicle (e.g.,limit the acceleration, limit the maximum speed, avoid cornering tootightly at too high speed, etc.) in response to a command to changestate from automation control component 302 or in response to anindication that a change of state is appropriate. Driver assistancesystems 310 comprise one or more systems for automatically assisting thedriver. In various embodiments, driver assistance systems 310 compriseelectronic stability control, braking assistance, adaptive cruisecontrol, automatic lane following, automatic steering and navigation,full automated driving, or any other appropriate driver assistancesystems. In some embodiments, driver assistance systems 310 providecommands to driving subsystems 308 to control the driving elements ofthe vehicle. In some embodiments, driver assistance systems 310comprises autonomous driver assistance systems. In some embodiments,driver assistance systems 310 comprises a set of Advanced DriverAssistance Systems (ADAS). Driver assistance systems 310 responds to acommand indicating a change in state or an indication that a change ofstate is appropriate by activating one or more of the driver assistancesystems. In some embodiments, driver assistance systems 310 responds toa command indicating a change in state or an indication that a change ofstate is appropriate by modifying a level of one or more of the driverassistance systems.

FIG. 4 is a flow diagram illustrating an embodiment of a process forautomatic engagement of a driver assistance system. In some embodiments,the process of FIG. 4 is executed by an automation control component(e.g., automation control component 302 of FIG. 3). In the exampleshown, in 400, sensor data is received. In some embodiments, sensor datais associated with an event (e.g., a driving event that is an occasionindicating that sensor data is to be recorded and evaluated for risk.For example, sensor data is analyzed to determine whether one or moreevents are to be recorded for analysis and evaluation. In variousembodiments, an event of the one or more events comprises a drivingevent that is recorded and evaluated for a state of a driver, anexternal state indicative of risk, or any other appropriate data. Invarious embodiments, sensor data comprises video recorder data, audiorecorder data, accelerometer data, gyroscope data, vehicle state sensordata, GPS data, radar data or any other appropriate data. In 402, adriver state is determined. In various embodiments, a driver statecomprises normal, drowsy, aggressive, intoxicated, distracted, or anyother appropriate driver state. In 404, an external state is determined.In some embodiments, an external state comprises a vehicle state (e.g.,normal, failing brakes, damaged tire, low on gas, etc.). In someembodiments, an external state comprises an outside state (e.g., icyroads, poor visibility, rain, dangerous road conditions, etc.). In 406,it is determined whether the driver state and/or the external stateindicate that a change in state in the driver assistance system isappropriate. In the event the driver state and the external stateindicate a state change in the driver assistance system, control passesto 408. In 408, an indication is sent that a change in the driverassistance system state is appropriate. Control then passes to 410. In406, in the event the driver state and/or the external state do notindicate that a state change in the driver assistance system isappropriate, control passes directly to 410. In 410, it is determinedwhether the driver state and/or the external state indicate that statechange in the driving subsystem is appropriate. In the event the driverstate and/or the external state indicate that a state change in thedriving subsystem in 406 is appropriate, control passes to 412. In 412,an indication is sent that a change to the driving subsystems state isappropriate. The process then ends. In the event that the driver stateand/or the external state do not indicate that a state change in drivingsubsystem in 412 is appropriate, the process ends.

FIG. 5 is a flow diagram illustrating an embodiment of a process forproviding an indication to change the state of a driver assistancesystem. In some embodiments, the process of FIG. 5 is executed byautomation control component 102 of FIG. 1. In the example shown, in500, data associated with one or more events is received. For example,sensor data is analyzed to determine whether one or more events are tobe recorded for analysis and evaluation. In various embodiments, anevent of the one or more events comprises a driving event that isrecorded and evaluated for a state of a driver, an external stateindicative of risk, or any other appropriate data. In 502, the riskassociated with the data is evaluated. In 504, it is determined whetherthe risk indicates that a state change in a driver assistance system isappropriate. In the event that it is determined that the risk indicatesthat a state change in a driver assistance system is appropriate, in506, an indication is provided that a change of state of the driverassistance system is appropriate. In some embodiments, it is indicatedto the driver the issue, additionally the vehicle is caused to initiateautomated control. In various embodiments, the indications can be anyform including visual indication (e.g., a light emitting diode or panelindication), an audio indication (e.g., spoken, ear con, etc.), haptic,or any other appropriate indication. In the event that it is notdetermined that the risk indicates that a state change in a driverassistance system is appropriate, the process ends.

In some embodiments, a vehicle is equipped with risky driving detectionalgorithms and automation control application and automated drivingassistance functionality ranging from National Highway Traffic SafetyAdministration (NHSTA) defined level 1 to 5. The automation controlcomponent system and automated vehicle systems are interconnected withinthe vehicle based on one of the supported integration models includingwired connections (e.g., vehicle bus connection such as J1939,J1708/J187, OBD-II or Ethernet) or wireless connections (e.g., Wi-Fi orBluetooth). The risky driving detection algorithms are focused onidentifying risky driving.

In some embodiments, providing an indication that a change to the stateof a driver assistance system is appropriate includes providing anindication to engage the automation systems to mitigate risk for theidentified condition. For the case of cell phone use detection, therisky driving detection determines the use of a handheld cell phone bythe driver based on any available method including machine visionanalysis. Because handheld cell phone use is known to be a riskybehavior, the system initially alerts the driver of their riskybehavior. The behavior identification is communicated with eitherlight-emitting diode (LED) patterns or audible feedback. The audiblefeedback may be an earcon, tone, or spoken message. LED patterns mayconsist of light patterns (e.g., solid red or red/blue flashing). Thefeedback or alert is designed to communicate to the driver both of thedriver's risky behavior and that the automated systems are being engaged(e.g., “You are violating the handheld cell phone policy so theautomated driving system is auto engaging.”). The vehicle's automatedsystem is queried regarding available systems and their currentactivation state. When the desired automated systems are not active, theautomation control application enables the appropriate systems. Enablingthe automation systems comprises communicating with the automationsystems based upon either standard or proprietary interfaces (e.g., witha Society of Automotive Engineers J1939 bus), transmitting messagesincluding requests for relevant automation systems and their operationalstate, receiving automation systems state responses and transmittingmessages to enable/disable automation systems. For the duration that theautomated systems are engaged by the automation control application,there is an indication of this state to the driver. The indication mayinclude an audible indication, a visual indication (e.g., a patterneither static or dynamic of lit LEDs), a haptic indication to indicatethe automated state, or other appropriate feedback. The automationsystem is engaged to allow the vehicle control systems to correct forimminent threats or to take corrective actions to minimize driving risk.For cell phone utilization, automated driving system benefits areavailable starting with NHSTA level 1 technologies (e.g., systems thatmaintain a configured vehicle following distance or lane centeringcapabilities). Safety benefits are available for vehicles with NHSTAlevel 1 systems and the benefits increase up to level 4 full automation.Once the automated driving systems are activated by the automationcontrol application, the automated control is dependent on the level ofautomation supported. As an example of function specific automation(NHSTA level 1) with a vehicle supporting lane centering and a driverweaving within their lane or departing their lane, the vehicle correctsthe driver inputs and maintains lane centering. Additionally with avehicle supporting headway maintenance and a driver failing to maintainan appropriate following distance as determined by the systemconfiguration, the vehicle corrects the driver input and eases thethrottle and/or engages the brakes. As an example of a fully autonomoussystem (NHSTA level 4), the vehicle could request the driver speak adestination allowing a seamless transition from driver control to fullyautonomous operation. If the driver does not offer a destination, thesystem may continue on the current path or pull over at the nearest reststop or parking lot. Once the risky behavior resolves (which in theexample above corresponds to ending the handheld cell phone violation),the system prompts the driver if they'd like to disengage the automatedcontrol. The driver acknowledging deactivating the automated control isimportant so the driver accepts full control of the vehicle.Acknowledgment from the driver may correspond to the driver turning offthe system or actively accepting control by a confirming voice or dashcontrol. Driver override of the engaged automation system prior toresolving the risky behavior is supported for behaviors that allowautomation override. The setting rules involve legal requirements; levelof riskiness, and, for commercial drivers, the corporate policy.

In some embodiments, for the case where the risky driving detectionsystem identifies an intoxicated driver, the system is similar to thecase of cell phone detection except for the higher severity ofinfraction. In the case of an intoxicated driver, the alerting thedriver and auto engagement of the automated driving systems would besimilar. The difference would be blocking the driver from disengagingthe automated system. Additionally the case of an intoxicated driver isunique from cell phone utilization, distraction, aggressive driving orother temporary states in that it takes time to metabolize alcohol fromthe body. In this case, the locking out driver control of the vehiclecannot clear on a power cycle. For the case of intoxicated driver, thesystem is required to recognize a change of driver via machine vision orbiometric confirmation. Without a confirmed change of driver, the systemshall lockout driver control for a configured time period. This lockoutmay additionally include methods to actively keep a driver fromoperating the vehicle during the lockout period. Methods may include aninterlock on the starter system or the transmission.

In some embodiments, the risky driving detection system identifies ahigh severity infraction (e.g., drunk driver) and progressively disablesthe vehicle allowing the driver time to safely pull over. This type ofcontrol would allow for integration starting with NHSTA Level 0automation. For this case, the system would indicate to the driver thata high severity infraction has been identified and that the vehicle willbegin the automatic shutdown procedure. The behavior identification andstart of vehicle shutdown is communicated to the driver with LEDpatterns, audible feedback, or haptic feedback. The audible feedback maybe an earcon, tone, or spoken message. The feedback or alert is designedto communicate to the driver that the vehicle is beginning the shutdownprocedure and that the driver should pull over the vehicle (e.g., “Youhave been identified as an intoxicated driver and the vehicle isentering shutdown mode.”). The automation control communicates with thevehicle speed control system to enter into a dynamic governor mode.Communications with the speed control system are based upon eitherstandard or proprietary messages (e.g., J1939 messages or a directconnect to the control unit). The governor mode is intended to start atan upper limit with a maximum speed decay time based upon the systemconfiguration (e.g., initial maximum allowed speed to 0 mph over 5minutes). The initial maximum allowed speed would be based upon eitherthe integrated map solution with speed data or a default setting. Forthe case of an integrated map solution, the initial maximum speed wouldbe a percentage of the legal speed limit (e.g., 85% of the speed limit).The control of the governor mode may be initiated or fully controlled bythe automation control system. This solution would allow the driver timeto safely pull over the vehicle. The system lockout cannot clear simplyon a power cycle. The system is required to recognize a change of drivervia machine vision or biometric confirmation to immediately re-enablethe system. Without a confirmed change of driver, the system shalllockout driver control for a configured time period. This lockout mayinclude additional methods to actively keep a driver from operating thevehicle during the lockout period. Additional methods may include aninterlock on the starter system or the transmission.

In some embodiments, NHTSA defines vehicle automation as having fivelevels: No automation (e.g., level 0): The driver is in complete andsole control of the primary vehicle controls—brake, steering, throttle,and motive power—at all times. Function-specific automation (e.g., level1): Automation at this level involves one or more specific controlfunctions. Examples include electronic stability control or pre-chargedbrakes, where the vehicle automatically assists with braking to enablethe driver to regain control of the vehicle or stop faster than possibleby acting alone. Combined Function Automation (e.g., level 2): Thislevel involves automation of at least two primary control functionsdesigned to work in unison to relieve the driver of control of thosefunctions. An example of combined functions enabling a level 2 system isadaptive cruise control in combination with lane centering. LimitedSelf-Driving Automation (e.g., level 3): Vehicles at this level ofautomation enable the driver to cede full control of all safety-criticalfunctions under certain traffic or environmental conditions and in thoseconditions to rely heavily on the vehicle to monitor for changes inthose conditions requiring transition back to driver control. The driveris expected to be available for occasional control, but withsufficiently comfortable transition time. The Google™ car is an exampleof limited self-driving automation. Full Self-Driving Automation (e.g.,level 4): The vehicle is designed to perform all safety-critical drivingfunctions and monitor roadway conditions for an entire trip. Such adesign anticipates that the driver will provide destination ornavigation input, but is not expected to be available for control at anytime during the trip. This includes both occupied and unoccupiedvehicles.

Although the foregoing embodiments have been described in some detailfor purposes of clarity of understanding, the invention is not limitedto the details provided. There are many alternative ways of implementingthe invention. The disclosed embodiments are illustrative and notrestrictive.

What is claimed is:
 1. A system for automatic engagement of a driverassistance system, comprising: an input interface configured to receivea data associated with one or more events; a processor configured to:evaluate the risk associated with the data; and determine a level ofseverity of the risk, comprising: compare conditions associated with thedata with a first criteria; in the event that the conditions associatedwith the data correspond to the first criteria, assign a first level tothe level of severity of the risk; and in the event that the conditionsassociated with the data do not correspond to the first criteria:compare the conditions with a second criteria, the first criteria beingdifferent from the second criteria; and in the event that the conditionscorrespond to the second criteria, assign a second level to the level ofseverity of the risk; determine that the risk indicates a state changein a driver assistance system is appropriate, wherein in the event thatthe level of severity of the risk corresponds to the second level, adriver is given the option to disengage the driver assistance system,and wherein in the event that the level of severity of the riskcorresponds to the first level, a driver is blocked from disengaging thedriver assistance system; and an output interface configured to providean indication that the state change in the driver assistance system isappropriate, wherein the indication corresponds to a visual or anaudible indication.
 2. The system of claim 1, wherein the driverassistance system comprises an autonomous driver assistance system. 3.The system of claim 1, wherein the processor is further configured to:determine that the risk indicates a state change in more than onedriving subsystems is appropriate.
 4. The system of claim 3, wherein theoutput interface is further configured to: provide an indication thatthe state change to one or more driving subsystems is appropriate. 5.The system of claim 1, wherein the output interface is furtherconfigured to: provide the data to a server for evaluation.
 6. Thesystem of claim 1, wherein the risk comprises a distracted driving risk.7. The system of claim 1, wherein the risk comprises a drowsy drivingrisk.
 8. The system of claim 1, wherein the risk comprises anintoxicated driving risk.
 9. The system of claim 1, wherein the riskcomprises an aggressive driving risk.
 10. The system of claim 1, whereinthe risk comprises a legal infraction risk.
 11. The system of claim 1,wherein the risk indicates an abnormal driving risk.
 12. The system ofclaim 1, wherein the risk indicates an icy roads risk.
 13. The system ofclaim 1, wherein the risk indicates a poor visibility risk.
 14. Thesystem of claim 1, wherein the risk indicates a rain risk.
 15. Thesystem of claim 1, wherein the risk indicates a failing brake risk. 16.The system of claim 1, wherein the risk indicates a damaged tire risk.17. The system of claim 1, wherein evaluating the risk comprisesevaluating a driver state and evaluating an external state.
 18. Thesystem of claim 1, wherein an event of the one or more events comprisesa driving event that is recorded and evaluated for a state of a driveror an external state indicative of risk.
 19. A method for automaticengagement of a driver assistance system, comprising: receiving dataassociated with one or more events; evaluating, using a processor, therisk associated with the data; determining a level of severity of therisk, comprising: comparing conditions associated with the data with afirst criteria; in the event that the conditions associated with thedata corresponds to the first criteria, assigning a first level to thelevel of severity of the risk; and in the event that the conditionsassociated with the data do not correspond to the first criteria:comparing the conditions with a second criteria, the first criteriabeing different from the second criteria; and in the event that theconditions correspond to the second criteria, assigning a second levelto the level of severity of the risk; determining that the riskindicates a state change in a driver assistance system is appropriate,wherein in the event that the level of severity of the risk correspondsto the second level, a driver is given the option to disengage thedriver assistance system, and wherein in the event that the level ofseverity of the risk corresponds to the first level, a driver is blockedfrom disengaging the driver assistance system; and providing anindication that the state change in the driver assistance system isappropriate, wherein the indication corresponds to a visual or anaudible indication.
 20. A computer program product for automaticengagement of a driver assistance system, the computer program productbeing embodied in a non-transitory computer readable storage medium andcomprising computer instructions for: receiving data associated with oneor more events; evaluating the risk associated with the data;determining a level of severity of the risk, comprising: comparingconditions associated with the data with a first criteria; in the eventthat the conditions associated with the data corresponds to the firstcriteria, assigning a first level to the level of severity of the risk;and in the event that the conditions associated with the data do notcorrespond to the first criteria: comparing the conditions with a secondcriteria, the first criteria being different from the second criteria;and in the event that the conditions correspond to the second criteria,assigning a second level to the level of severity of the risk;determining that the risk indicates a state change in a driverassistance system is appropriate, wherein in the event that the level ofseverity of the risk corresponds to the second level, a driver is giventhe option to disengage the driver assistance system, and wherein in theevent that the level of severity of the risk corresponds to the firstlevel, a driver is blocked from disengaging the driver assistancesystem; and providing an indication that the state change in the driverassistance system is appropriate, wherein the indication corresponds toa visual or an audible indication.
 21. A system as in claim 1, whereinthe processor is further configured to: after the driver assistancesystem has undergone the state change: compare conditions associatedwith new data with the second criteria, wherein the new data relates todata received after the driver assistance system has undergone the statechange; and in the event that the conditions associated with the newdata do not correspond to the second criteria: determine that theconditions associated with the new data indicate a resolution of riskydriving behavior; and indicate another state change in the driverassistance system.
 22. A system as in claim 21, further comprising: inthe event that driver is blocked from disengaging the driver assistancesystem: in the event that a driver change is recognized: determine thatthe conditions indicate a resolution of risky driving behavior; andindicate another state change in the driver assistance system.